SANTA FE’s EXTRA ORDER TENDER HISTORY



SANTA FE’s EXTRA ORDER TENDER HISTORY

Loren R. Martens, Dec. 19, 2010

The Atchison, Topeka & Santa Fe Railway steam locomotive development toward larger, faster more powerful motive power also included the very important car that followed all steam locomotives. The "Thermos Bottles", (fireless steamers) and the saddle tankers were of course, the exception. To correctly do the EXtra Order tender history requires some preliminary data on tender development. The common description of tenders by Santa Fe people, however they referred to the tenders as tanks.

The 6K and 7K gallon tenders started the standard Santa Fe tender profile of having a built in side board for the coal bunker. This 11 inch high extension, some were as high as 17 inches, of the side sheets were nearly as long as the tender side. The 6K and 7K tenders were 20'0" and 22'4" inside length, respectively and started arriving on Santa Fe property about 1900 behind 2-8-0s and 2-6-2s. Most of the 7K gallon tenders were delivered behind the early 2-6-2s, 2-8-2s and the 2-10-0s. All of the 6K and 7K tenders rode on heavy Arch Bar trucks. The Santa Fe along with the Union Oil Company of California, pioneered the use of oil for firing steam locomotives. They had oil tanks built and placed in the coal bunker. When success was attained, this practice was continued during the life of steam, which left the option of switching to the fuel that was most economical for the area of operation. All Santa Fe tenders when built carried a "BADGE PLATE" on the center of the rear of the tender approximately one foot above the end sill. These plates were cast steel with its number corresponding to the engine number. The various standard oil inserts were also numbered and carried a round badge plate on the front of the oil tank facing the engine. This oil insert plate also carried the number of that particular style or design, usually the drawing number.

The 8.5k gallon tenders, while built in four different configurations, were all equipped with heavy duty, leaf spring, Arch Bar Trucks. The eleven inch side extension was standard except for the 12 inches on the 1800, 2-6-2, tenders and the 19 inch sides on the 2-8-2 3100s. Inside length was of two versions, 22'6" and the more common, 26'6". The shorter tender was approximately 14 inches taller then the longer tank to accommodate the 8.5K water capacity. Coal capacity ranged from 10 to 13.5 tons, while those using oil had 3,300 gallon inserts. They were original equipment on the 540 & 1400 Atlantics, the 900 & 1600 Santa Fes, the 1200 Pacifics, the 1800 Prairies and the 1900 and 1950 Consolidations. The 3100 Mikados are listed in "Iron Horses Of The Santa Fe Trail" as 8.5K gallon tenders, however their dimensions match the 9K gallon tender specifications.

The 9K gallon tenders, while basically the same Santa Fe standard configuration as their smaller brothers and were riding on similar heavy, Arch Bar trucks. The basic dimensions had been standardized at 26'6" inside length, 5'9" to 6'0" inside height and 10' 1 1/2" wide inside. The side sheet extensions varied in height from 13 to 19 to 22 inches. The 9K tenders behind the 0-8-0s that did not have side boards had the oil insert sides sloped in for rear switching visibility. These 9K “Low Profile” tenders had an oil insert tank numbered S.842 with 3,360 gallons of oil. For coal capacity we had 12 to 14 tons depending on the side boards. Some of these oil tank inserts were designed to fit more then one size tender. This latest and more standardized 9K gallon tender was supplied with locomotives of the 4-4-2s, 4-6-2s, 2-6-2s, 2-8-2s and some of the first 2-10-2s. Some of 4-6-2 Pacifics of the 1337 class were equipped with Arch Bar trucks while some were riding on integral journal cast six wheel trucks. The 1157, 1160 and 3300 "Prairie" Mallets were also equipped with 9K gallon tenders.

The next Santa Fe standard tender design could be referred to as the Pacific tenders of 1912, 1913 and 1914. These were the 10K gallon tanks which were originally supplied with some of the 1337s, the 3500s and number 3600. The 4-6-2 and 2-10-2 rebuilds of the 1398-1399 and the 3020 class also received this tender. The inside dimensions of the 10K tender was, 28'10" long, 6'0" high and 10' 1 1/2" wide. The side boards were 19 inches above the deck for a capacity of 12 ton of coal. Here again the particular version of oil tank insert governed its capacity and ranged from 3129 to 3300 gallons of Bunker C. All of these 10K tenders were riding on integral journal cast, 3 axle, six wheel trucks. Some of the other 1337 locomotives, not so equipped, later were fitted with 12K gallon tenders.

The more familiar 12K gallon tender was a natural evolution of the 10K gallon tenders. These 12K tenders first appeared on the 3160 class 2-8-2s of 1917. This design continued through 1924 on the 3700 4-8-2s, the 3400 4-6-2s and the first eighty six 2-8-2s of the 4000 series. A grand total of three hundred and fifteen (315) standard 12K gallon tenders were on the roster behind 3160-3287,(128); 3700-3750,(51); 3400-3449,(50) and 4000-4085,(86). The 12K tenders were constructed with a 16 ton coal bunker and the appropriate standard fuel oil tank insert provided for a capacity of 4000 to 4031 gallons of Bunker C, which had to be heated with steam pipes to facilitate flow to the burner. The inside dimensions of the 12K tenders are 28'10" by 6'6" high and 10' 3 1/2" wide with the side boards either 23" or 26" high. The 12K tenders on the coal fired 3700 4-8-2s had Duplex Stokers turning screw augers to feed the fire box. The other 12K coal tenders were equipped with pushers to bring the coal forward for the fireman to hand stoke the fire. It appears that the last standard 12K gallon tender was delivered behind 2-8-2 #4085, BLW #57850, in 1924. There were some special 12K gallon tenders supplied with the 1300-1301 4-4-6-2s, the 2-8-8-0s and the unique 2-10-10-2s which were saved and reassigned where needed.

All of the 3800, 2-10-2s received 15K gallon tenders starting in 1919. By 1924 this 15K tender design had been adopted as standard and was a natural development. The coal bunker on these 15K tenders had a capacity of 20 tons and were all constructed to facilitate the stoker. The oil tank insert for these coal bunkers were designed to hold 5K gallons of oil. The last fifteen (15) 2-8-2s, 4086-4100, were delivered from Baldwin in 1926 with this 15K tender.

In 1927, the 3450-3459, 4-6-4s and 4101-4115, 2-8-4s were delivered from the Baldwin Locomotive Works along with the first 4-8-4, #3751. This could be called the year of Santa Fes four wheel trailing truck. This improvement goes back to 1919 when John Purcell developed locomotive #3829, the first 2-10-4. All new steam Locomotives ordered after 1927 were equipped with four wheel trailing trucks. These 2-8-4s and 4-6-4s, respectively had 132" X 108" and 132" x 96" fire boxes resting on their four wheel Delta Trailing Trucks. The remainder of the 2-10-2s ordered in 1926, numbers 3916-3940, finally arrived early in 1927. These were the last of Santa Fes two wheel trailing truck equipped locomotives. The entire order of Motive Power delivered from Baldwin in 1927 came equipped with Santa Fes "STANDARD" 15K gallon tenders, which as stated, included all of the 2-10-2s beginning back in 1919. Inside dimensions for the 15K tender was standardized at 36' 6" long by 6' 6" high and 10' 5 1/2" wide, the side board was 14" above the deck. These tenders had new heavier six axle cast integral trucks.

The foregoing will provide a brief background of the Santa Fes tender history developing into the need for additional or EXtra order tenders.

Topeka started ordering additional 15K Gallon STANDARD tenders on EXtra work orders from Baldwin Locomotive Works in 1926. These 15K tenders were to upgrade the existing locomotives water capacity on the entire system for the increased utilization, efficiency, and operating range of the A.T.& S.F. Locomotives.

These first EXtra order tenders carried 20 ton of coal and could accommodate a 5K gallon oil insert. They were of the Santa Fe standard design delivered from Baldwin Locomotive Works in 1926, 1927 and 1928 on the 2-8-2s, 2-10-2s, 4-6-4s, 4-8-2s and 4-8-4s. These fifty seven 15K tenders were delivered in two separate orders. EX-1 through EX-39 which were built in 1926 while the EX-40 through EX-57 were constructed and delivered in 1928. All of the 3160-3187 class with Baker Valve Gear, 3188 the first 2-8-2 with Walschaerts Valve Gear, eleven of the later 1918 2-8-2s, fifteen of the 4000s and the first two 2-10-2s, 3800 & 3801 were assigned these tenders. Later tender assignments and swaps moved these 15Ks to some of the other Mikados, an 1800 2-6-2, a 3800 2-10-2, some 3400 4-6-2s, a 3450 4-6-4 and even a couple of 3700 4-8-2s. Why three of the 1927 2-8-2s, 4092, 4096 & 4097, had to have 15K tenders raises the questions. Did they originally have 15Ks? If so what happened to them? The reason for assigning the EX-56 & EX-57 to 3800-01 is unknown since they had 15K tenders when delivered new from Baldwin, possibly since they were the first two 15Ks and had not been developed to the final Santa Fe standards.

EX- 1 built 1926 to 3160 then to 4072 on 8-20-50 @ Topeka

EX- 2 built 1926 to 3161

EX- 3 built 1926 to 3162 then to 3277 on 8-31-50

EX- 4 built 1926 to 3163 then to 4083 on 8-25-50 @ Topeka

EX- 5 built 1926 to 3164 then to 3280 on 8-21-50 @ Topeka

EX- 6 built 1926 to 3165

EX- 7 built 1926 to 3166

EX- 8 built 1926 to 3167 then to 3269 on 8-29-50 @ Topeka

EX- 9 built 1926 to 3168

EX-10 built 1926 to 3169

EX-11 built 1926 to 3170

EX-12 built 1926 to 3171

EX-13 built 1926 to 3172

EX-14 built 1926 to 3173 then to 3200 on 10-25-50 @ Cleburne

EX-15 built 1926 to 3174 then to 3436 on 6-14-51 @ Arkansas City

EX-16 built 1926 to 3175

EX-17 built 1926 to 3176

EX-18 built 1926 to 3177

EX-19 built 1926 to 3178 then to 3414 on 1-15-49 @ Cleburne

EX-20 built 1926 to 3179

EX-21 built 1926 to 3180

EX-22 built 1926 to 3181

EX-23 built 1926 to 3182 then to 3438 on 11-12-36 @ Topeka

EX-24 built 1926 to 3183 finally to water car #189143 (no date)

EX-25 built 1926 to 3184 then to 3271 on 11- 1-50 @ Cleburne

EX-26 built 1926 to 3185 then to 3188 on 4-29-37 @ Topeka, then back to 3185 in Aug. 1937 @ Topeka

EX-27 built 1926 to 3186 then to 3278 on 12-12-50

EX-28 built 1926 to 3187

EX-29 built 1926 to 3188 then to 3455 in April 37

EX-30 built 1926 to 3202

EX-31 built 1926 to 3203

EX-32 built 1926 to 3204 then to 3420 on 11-12-36 then to 1875 in Nov.38 @ Shopton then to 4076 in Apr. 43

EX-33 built 1926 to 3205

EX-34 built 1926 to 3206 then to 3808 on 7-16-55 then sold for scrap 8-4-55

EX-35 built 1926 to 3207

EX-36 built 1926 to 3208 then to 4082 on 11-15-50

EX-37 built 1926 to 3209

EX-38 built 1926 to 3210

EX-39 built 1926 to 3211 then to 3248 on 10-10-50 @ Cleburne then to 3715 on 9-25-51 @ Galveston

EX-40 built 1928 to 3212

EX-41 built 1928 to 4012

EX-42 built 1928 to 4013

EX-43 built 1928 to 4014

EX-44 built 1928 to 4015 then to 4092 in Jan. 1947 @ Slaton

EX-45 built 1928 to 4016

EX-46 built 1928 to 4017 then to 4043 in Apr. 1950 @ Lajunta

EX-47 built 1928 to 4018 then to 3709 in Feb. 1949 @ Cleburne then to 3715 on 9-19-50 @ Galveston then to 3248 on 9-25-51 @ Galveston

EX-48 built 1928 to 4019

EX-49 built 1928 to 4020 then to 3423 in Oct. 1949 @ Topeka

EX-50 built 1928 to 4021 then to 4096 on 12-29-46 @ Galveston

EX-51 BUILT 1928 to 4022 then to 4097 on 10-23-45

EX-52 built 1928 to 4023

EX-53 built 1928 to 4024

EX-54 built 1928 to 4025

EX-55 built 1928 to 4026

EX-56 built 1928 to 3800

EX-57 built 1928 to 3801

The EXtra order tenders also had badge plates with "EX-##" on the back of the tender.

From 1926, when the 15K gallon tender was adopted as standard to 1929, the Santa Fe acquired a total of 273 tanks of this design. These tenders, by design, were equipped for coal or oil service by the rather simple installation of a 5000 gallon oil tank insert into the 20 ton coal bunker. All of these tenders were equipped for the use of stokers when in coal service.

Data supplied by Lloyd Stagner from his copy of the "Engine Classification Book", of 12/31/50 listed the 1692 with a 15K tender. Some of the other listings of these little 2-10-2s are...

977 - 12K gal tender

1675 - 9K gal tender

1682 - 12K gal tender

1683 - 12K gal tender

1692 - 15K gal tender

Lloyd also pointed out that tender changes were still being made after 1950 since the 7/15/55 "Engine Classification Book" listed...

977 - 12K gal tender

1675 - 12K gal tender

1682 - 15K gal tender

1683 - 12K gal tender

1692 - 15K gal tender

There are no doubt others that were not entered or missed being recorded.

The second tender EXtra order was delivered in 1930. These were larger, however of the same "standard" Santa Fe tender profile, with the water capacity increased to 20K gallons and a 27 ton coal bunker. The oil tank insert was constructed to hold 7,324 gallons of Bunker C Fuel Oil. This latest tender EXtra order was identical to the 20K gallon "standard" version, built in 1930 for the 2-10-4, Madame Queen, No. 5000. This order of 29 tenders, EX-58 through EX-86 went to replace the 15K tenders on the following 3800 2-10-2s. The 977, an early 2-10-2, which must be in error, however company records list EX-86 as being a 1924 12K tender with 4420 gallons of oil. This same data has 977 with this 12K tender in March, 1937 and sold for scrap in July, 1956, with the 12K still attached. Certainly Topeka would not have had EX-86 built as a 12K tender in 1930 when it had replaced so many 12s with the 15K, EX-1 through EX-57 tenders and was now replacing 29 of the 15Ks, with 20K tenders. It is possible that the 977 was to be assigned to a special job requiring this capacity and then later canceled or finished or the job went to another locomotive ? Four of the tender swaps found the second change back to its original assignment. Could these have been temporarily assigned during locomotive shop work? Later tender swaps found these 15K tenders added to two of the 2-8-4s and one of the later 2-8-2s and arguably the 977. These tenders were built in 1930 and there has been no data surfaced so far as to the date and location that they were originally assigned, presumably as they were delivered.

EX-58 to 3802 then to 3897 on 2-21-42 @ S.B. then back to 3802 on 8-31-43 @ S.B.

EX-59 to 3803 then to 3858 on _____ then back to 3803 on _____

EX-60 to 3804

EX-61 to 3805 then to 4103 in Mar.1945 @ Topeka

EX-62 to 3807 then to 3899 in Jan.1942 @ S.B.then back to 3807 on 9-17-43 @ S.B.

EX-63 to 3808

EX-64 to 3809 then to 3896 on 3-4-42 @ S.B. then back to 3809 on 9-29-43 @ S.B.

EX-65 to 3811

EX-66 to 3812

EX-67 to 3813 then to 3888 on 1-6-50 @ _____ then to 4015 on 11-5-52 @ Clovis

EX-68 to 3814

EX-69 to 3819

EX-70 to 3820

EX-71 to 3822

EX-72 to 3828

EX-73 to 3829 then to 3821 on 3-28-50

EX-74 to 3871

EX-75 to 3875 then to 3823 in May 1949 @ Albq.

EX-76 to 3806

EX-77 to 3810

EX-78 to 3815

EX-79 to 3816

EX-80 to 3818 then to 4114 in May 1949 @ Topeka

EX-81 to 3821 then to 3825 in Apr 1950 @ _____ then to 3877 on 3-30-50 @ Albq. then finally to 3889 on 12-28-51 @ _____

EX-82 to 3824

EX-83 to 3825 then to 3810 in April 1950

EX-84 to 3873

EX-85 to 3874 then to 3872 on 3-22-49 @ Albq. then to Water Car 189278 (no date)

EX-86 to 977 (we seem to be missing a 20K Standard tender)

An interesting scenario has come to mind as to how these tenders were delivered to the prospective shops for the change over. Since they naturally have couplers on the rear, what was provided on the front? The first thought is that they had couplers, temporarily, installed in the draw bar fixture. Two problems come to mind. The attachment between locomotive and tender consist of two draw bars, a primary and secondary, one above the other. There is also a spring loaded buffer to eliminate slack. The more logical and least costly would be to ship them front to front with the regular draw bars and use a custom piece between the buffers if necessary. Recently there have been some Photographs surface that show these tenders were in fact delivered front to front.

When the 3460-3465 4-6-4s were built in 1937 they came equipped with a new "square" tender design holding 20K gallons of water and 7,107 gallons of oil. The "Blue Bird", locomotive 3460 while numbered first, was the last 84" drivered 4-6-4 to be delivered with this tender and arrived in January, 1938. The streamlining and Stainless Steel locomotive trim was continued back across the tender and later created a new trend in the Santa Fes name exposure. Santa Fe shop personal affectionately referred to the 3460 as the “Blue Bird” after it was delivered, it later became known as the "Blue Goose". It is unknown how or when the Bird became Goose, however it seems to have persisted. I personally prefer the “Blue Bird.” This new SQUARE tender design was also included behind the 3765-3775 4-8-4s engines that followed #3460. Locomotive 3765 was to be a 4-8-4 streamlined version of the 3460, however its extra weight calculations forced a diet and it was delivered with stainless steel or plated hand rails, grab irons and brake wheel. The last order of the "Big Three" locomotives for 1938, the 5001-5010 2-10-4s, also were fitted with this "high capacity tender." The 5001-5005 were coal fired and their tenders carried tons of coal, The 5006-5010 were built as oil burning locomotives and their tenders oil capacity was 7000 gallons.

The final EXtra order of tenders was in 1937. These were based on the new 20K gallon "SQUARE" design that was delivered on Santa Fes "Big Three". The 3460-3465, 4-6-4s, 5001-5010, 2-10-4s and the 3765-3775, 4-8-4s. These EXtra order square tenders were split into roller bearing trucks for passenger service and standard friction bearing trucks for freight locomotives. Either during or after the 84" drivered 4-6-4s were built in 1937, an order was placed for 40 additional tenders of this new “square” 20K design as EX-87 through EX-126. When these 20K square tenders were built their design was altered to the extent they did not have separate oil tank inserts. These EXtra order 20K square tender clones differed internally in that there was no provision for coal in the coal bunker. The front and bottom sheets of the coal bunker were closed in at the front to form the oil tank. The rear slope sheet of the coal bunker was also the front of the oil tank. This could, with some back shop work, provide for coal. That possibility was probably not anticipated. The first twenty five tenders of this square design were delivered with roller bearing journals and equipped with steam and signal lines to be used in passenger service.

The first 14 of the roller bearing equipped tenders were assigned as follows to the 3751 class;

EX-87 to 3751 in Nov. 1937 @ S.B. original 15K to 3700 by Mar. 1938

EX-88 to 3763 on @ original 15K to 3701 by Feb. 1938

EX-89 to 3764 on @ Albq. original 15K to 3718 by Aug. 1940

EX-90 to 3762 on @ S.B. original 15K to 3702 by Nov. 1937

EX-91 to 3755 on @ Albq. original 15K to 3715 by Oct. 1937

EX-92 to 3757 in Nov. 1937 @ Albq. original 15K to 3719 by Apr. 1939

EX-93 to 3753 on @ original 15K to 3713 by Apr. 1942

EX-94 to 3756 in Dec. 1937 @ S.B. original 15K to 3716 by Jan. 1939

EX-95 to 3760 on @ original 15K to 3724 by Feb. 1938

EX-96 to 3761 in Jan. 1938 @ Albq. original 15K to 3717 by Oct. 1940

EX-97 to 3754 in Jan. 1938 @ Albq. original 15K to 3714 by Jan. 1938

EX-98 to 3752 on @ original 15K to 3712 by May. 1939

EX-99 to 3758 in Feb. 1938 @ original 15K to 3720 by Aug. 1938

EX-100 to 3759 on @ original 15K to 3723 by Apr. 1938

Engine 3751 was the first to be fitted with its 20K tender. The 3751s original 15K gallon tender had a 5K gallon oil insert placed in the coal bunker and the engine was converted to oil burning late in 1936 at San Bernardino. This conversion and the first 4-8-4 assigned to the Coast Lines was to protect the Super Chief schedule between Winslow and Los Angeles. Engine 3753 was assigned that task in the coal fired territory between La Junta and Winslow. The missing months of the listing in 1937 and 1938 indicated that by February, 1938 they were all converted to oil.

The remaining 11 roller bearing equipped tenders were assigned to the eastern 3400 4-6-2s per the following schedule.

EX-101 to 3436 in Feb. 38 @ Shopton then to 4092 on 3-31-51 @ Clovis then finally to 3459 in Mar.1952 @ Albq.

EX-102 to 3438 on 3-9-38 @ Topeka then to 4047 on 2-28-51 @ Clovis then finally to 3458 in Apr.1952 @ Albq.

EX-103 to 3428 in Mar. 38 @ _____ then to 3450 on 2- 4-52 @ Bakersfield

EX-104 to 3429 on 3-6- 38 @ _____

EX-105 to 3434 in Jan. 38 @ Shopton then to 3422 on 10- 3-50 @ Argentine

EX-106 to 3437 in Jan. 38 @ _____ then to 4086 on 4-20-51 @ Albq.

EX-107 to 3435 in Jul. 38 @ opeka

EX-108 to 3439 on 3-28-38 @ _____

EX-109 to 3425 on 3-25-38 @ _____

EX-110 to 3420 in Jul. 38 @ _____

EX-111 to 3427 in Jul. 38 @ _____

The 20K square tenders, aside from the standard rear badge plate, also had a second badge plate on the forward, right side of the tank. This fact gives credence to possibility that the 15K and 20K gallon standard EXtra order tenders mat also had this EXtra plate.

The 3450, 3458 and 3459 had been assigned to California Valley service and were the only Hudsons to receive these 20K EX-tra order tenders when those 3400 Pacifics were retired. The Bakersfield forces did the tender refitting of 3450 and the Roundhouse Foreman refused to do the others because of many problems and Albuquerque did the other two. Consequently, 3450 is unique in its configuration with a longer drawbar and distance between the cab and tender. The back wall of the cab had a 12 inch extension on either side of the opening. The 3450 also had been fitted with 79 inch early LFM drivers in the late 1930s. Five of the later LFM drivers were installed some time later except for the #1 driver on the engineers side which still has the early version.

The last fifteen 20K SQUARE tenders of this order went to 2-10-2s in the 3900 series. An interesting addition to these locomotives was a hood in the cab roof over a necessary access roof cutout for the fireman or brakeman to climb up onto the tender. The 3450 when equipped with its square 20K had the deck lengthened behind the cab for the access clearance. Two of the earlier 3800s would finish their service with these 20K square tenders as would two of the later 2-8-2s. I wonder if these had their cab deck extended.

EX-112 to 3910 in Apr. 38 @ S.B. then to 3929 on 9-26-45 @ Albq.

EX-113 to 3908 in Feb. 38 @ _____ then to 3921 on 5-10-45 @ Argentine, then to 3910 on 12-29-50 @ Argentine.

EX-114 to 3912 in Feb. 38 @ _____ then to 3938 on 12- 5-52 @ Albq.

EX-115 to 3902 in Feb. 38 @ _____ then to 3916 in Dec. 50 @ Cleburne

EX-116 to 3903 on 3-31-38 @ _____

EX-117 to 3905 on 3-24-38 @ _____ then to 3868 on 1-12-53 @ Lajunta

EX-118 to 3913 on 3-31-38 @ _____ then to 3839 on 12-29-49 @ Amarillo

EX-119 to 3900 on 9-15-38 @ _____ then to 4047 on 1-16-52 @ Clovis

EX-120 to 3906 on 6- 6-38 @ _____

EX-121 to 3914 on 5-10-38 @ _____ then to 4042 on 2-12-52 @ Clovis

EX-122 to 3911 on 6-11-38 @ _____

EX-123 to 3909 on 6-29-38 @ _____ then to WATER CAR 189220 @ Argentine in Jun. 54

EX-124 to 3904 on 6- 6-38 @ _____

EX-125 to 3907 on 8-25-38 @ _____

EX-126 to 3901 on 9-16-38 @ _____

15K Tenders from the 3751-3764 Engines that received 20K Square Tenders in 1938 went to 3742, 3744, 3745, 3746, 3747 and 3750. The other eight 15Ks were assigned to other unknown 4-8-2s.

One of the most notable additions to Santa Fe tenders during the steam operating era was the addition of "SANTA FE" to the side of all tenders with a water capacity of 15K, 20K and 24K gallons. This was developed from the "SANTA FE" that appeared on the Stainless Steel band between the light and dark blue paint scheme on the streamlined 3460 when delivered in January, 1938. Once this idea was officially adopted for all of the larger tender sides the shop painters commenced the stenciling. The transition period of lettering covered two years and started very late in 1939 or January 1, 1940. Engine 3761 was photographed on 12-6-41 with its tender still lettered with only its number. There is of course an exception and that is the earlier low sided 12K tenders that were constructed for the 4-4-6-2s, 2-8-8-0s, 2-8-8-2s and the whale back tenders ordered for the 2-10-10-2s. The 24 inch high "SANTA FE" was also applied to the 1790 class, 16K tenders of Norfolk & Western 2-8-8-2s. The Boston & Maine Berkshire, #4197, that was rebuilt by Santa Fe also had its 17.5k gallon tender so adorned. The only 12K tender so far recorded on film is the 1878. This tender is suspected to have been later assigned to 1612 and or 1675. The reasoning behind this assumption is the photographs show this tender with the number remaining in the forward position which would have been under the "SANTA FE". The normal location of the number on the 12K tender was centered.

The original rebuilding of ten 3751 class, 73 inch drivered 4-8-4s, in 1938 at Albuquerque with 80 inch drivers left the paint shop with just the 24 inch numbers centered on the 20K square tenders side. Twenty months had past between the completion of those first ten 4-8-4s before the last four of the class finally received their upgrading. These remaining locomotives were also shopped at Albuquerque and in this order; Engine 3763 was first in March, 1941 and 3760 following in June. The class engine, 3751 emerged from the back shop on August 30, 1941. The last locomotive, 3764 was completed that December. This 1941 program of rebuilding followed current changes in the Santa Fe specifications.

These locomotives consequently emerged with Worthington SA Feedwater Heaters mounted ahead of the stack and a new cylinder casting that provided for Wagner Bypass Valves which had proved themselves on the 3765 and 5001 classes. The SA feed water pump was mounted on the right side of the pilot deck and the second cross compound air compressor which was moved under the fireman’s side of the cab. There was a centrifugal pump installed below this air compressor to push water forward to the feed water pump on the pilot deck. 3751, 3760, 3763 & 3764 had to have left the paint shop with the SANTA FE on their tenders, since 3751 had received its SANTA FE and was photographed on 2-8-41, prior to being rebuilt.

The ten 3776-3785 4-8-4 engines were delivered between July and November of 1941 with an even larger tender. These huge tenders, riding on a pair of four axle trucks, carried 24.5k gallons of water and 7K gallons of bunker C oil. The 10 locomotives, by order from Topeka, were delivered from Baldwin without the engine number on the tender side. They were however delivered with the newly adopted 24 inch high "SANTA FE" lettered in silver on the upper front of the new 24.5k gallon tenders. The intention of the officials was to exchange the square 20K tenders from the 1938 4-8-4s with the 1941 engines 24.5k gallon tenders. The Santa Fe official order was to send these new locomotives to the "western end of our lines" to replace 10 tenders of the 3765-3775 locomotives. The ten 1938 engines were then to go East into fast freight service between Shopton and Wellington with 24.5k gallon tenders. It appears that the larger tenders would be better suited to the freight service in Kansas by extending the mileage between water stops. The new 3776 class would be in passenger service and making their station stops across the system which would allow them to replenish water as needed during those stops. Consequently the 1941 tenders were ordered from Baldwin without numbers which would allow the new number to be painted after the switch was made. When the tenders had been swapped they all were to have been stenciled "ASSIGNED TO" in half inch letters. No mention or data is available as to which one of the 3765 class would have retained its original square tender. Possibly #3765 since it had plated grab irons and brake wheel for the proposed streamlining. The events of December 7, 1941 at Pearl Harbor scraped that plan and eventually the 3776 class tenders received their appropriate engine numbers under the "SANTA FE". The successful entry of the 100 class FT Diesels into freight service. The 24.5k tenders behind the WW II 2900 and 5011 locomotives with the order from the U.S. War Emergency Board, "FOR FREIGHT USE ONLY", also contributed to this idea ever resurfacing after 1945.

As noted, the huge 24.5k gallon tenders of the 3776 class had now become the standard and were continued on the "War Baby Locomotives" of the 2900-2929, 4-8-4s and the 5011-5035 2-10-4s delivered in 1943 and 1944.

The assignments of the EXtra order tenders of course released 15K & 12K tenders that were then placed behind engines that had their tenders moved on down the line. From 1926 on, the Santa Fe steam locomotives configuration can only be guaranteed by actual dated photographs. These company records are definitely a great asset, however the individual shops and local requirements certainly dictated what was sent out to "tend" steam locomotives. When the decision to Dieselize was made, the larger tenders were again shifted, assigned to Pile Drivers and Wreckers, saved and even used for water cars. The 3769s original tender still exists as the car body for Santa Fes Rotary Snow Plow.

................
................

In order to avoid copyright disputes, this page is only a partial summary.

Google Online Preview   Download